Lp-gas ram-air charger

ABSTRACT

Method and apparatus for introducing vapor of LPG or natural gas into the air intake system of an internal combustion engine.

[ 51 May 23, 1972 United States Patent Kramer XXXXXX 500000 432322 2MHMHH 493933 w32322 3212 0 2 m m u m m n Tm m "t m a e e .8 m mmmm 0 e a mHGKTY 084562 764654 999999 111111 9 2278 1 7649002 35755 950424 264259 332322 k r 0 Y N a n R T m n m m m s w o m" C r c mm h C I B mm J N M m m G t n m .m P v L .m A M T M 5 7 7 1. 1 .1

[22] Filed: Mar. 16, 1970 Primary E.xaminer-William E. Wayner Attorney-Jonathan Plaut [21] Appl. No:

mm mm mm C m m T.mm C mu 1 mm 9 m um. s mm m 3 dm mm m M Hm. UMr 5M0 3 wnu 3mm 0 "9 2 "3 l 2 .1 B 1 1m 2 1 3 2 gine.

References Cited 4 Claims, 2 Drawing Figures UNITED STATES PATENTS Spencer................................. 123/120 PATENTEDMAY 23 1972 3, 664, 3 1 5 sum 1 n5 2 INVENTOR JOHN B. KRAMER BY 3mm ATTORNEY PATCH-TED MAY 23 1912 INVENTOR JOHN B. KRAMER ATTORNEY LP-GAS RAM-AIR CHARGER BACKGROUND OF THE INVENTION This invention relates to the introduction of liquefied petroleum gas (LPG) or natural gas vapor mixed with air into an internal combustion engine either in substitution for gasoline or to be used as a booster with gasoline, liquefied petroleum gas or diesel fuel in that engine. More particularly, this invention relates to the impingement of liquefied petroleum gas or natural gas vapor on the narrowest point of the venturi so as to entrain air for introduction into the engine air intake system.

The substitution of LPG or natural gas for gasoline or the other fuels previously mentioned in the internal combustion engine leads to certain specific advantages; among them the reduction of emissions from the engine, the better burning of the fuel and the low cost of the LPG or natural gas fuel. Even where gasoline or diesel fuel is used in the internal combustion engine, it is advantageous to supercharge the engine by introducing air and vapor of natural gas or liquefied petroleum gas, for example, propane, into the mixture introduced into the engine air intake system.

It is an object of the invention, therefore, to provide a method and apparatus for introducing air and vapor of liquefied petroleum gas or natural gas into the air intake system of the internal combustion engine.

Other objects and advantages of the invention will become more apparent upon reading the following detailed description.

DESCRIPTION OF THE INVENTION Generally, the invention comprises heating and thus raising the pressure of vaporized natural gas or liquefied petroleum gas, putting it under pressure, and entraining air with it at a point close to the narrowest point of the venturi, as will be more fully described later, followed by introduction into the engine air intake system. A specific design for efficient entrainment of the air with vapor and introduction thereof into the carburetor will also be described in detail in the description that follows; it being understood that although the description with relation to a carburetor arrangement, it is similarly applicable to the air intake system of, for example, a diesel engine.

The invention will now be described in greater detail with relation tothe following drawings:

FIG. 1 is a schematic showing the method of introducing the LPG.

FIG. 2 is a detailed showing of an efficient method of air entrainment.

Referring to FIG. 1, vapor or liquid and vapor from a storage tank or other source (not shown), say for example, propane, after being filtered, as shown diagramatically at l is routed through line 2 toward the air intake system, which in this embodiment consists of carburetor (ll Flow of the LPG vapor or liquid partially vaporized may, for example, be controlled by energization of the throttle and thus switch (5), provided that there is also energization of a double switch, for example the double switch shown schematically as dash toggle switch 5a, connection to the. ignition, and oil pressure switch 5b. Thus with dash toggle switch 5a in the energization position, and oil pressure switch 5b energized as a result of oil pressure reaching a predetermined level, actuation of the throttle and thus switch 5 will allow the flow of vapor through solenoid lockoff device (3), as shown.

Said vapor or liquid and vapor flows through the line 2 and is heated, and thus fully vaporized and raised in pressure, by hot water or other heated substance contained in the coil (7) surrounding said line. The temperature of the medium in the coil (7) surrounding said line. The temperature of the medium in the coil (7) is preferably in the range of 175 to 195 F. The heated vapor is then conveyed by line 2 to a pressure regulator 8, which regulates the pressure to that pressure desired, in one embodiment in the range of 250 to 350 pounds per square inch, and in one embodiment, about 300 pounds per square inch. Such a regulator will be required, for example, because the heating of the vapor preceding such regulation in the temperature range indicated will raise the pressure of LPG vapor to a high level, in one embodiment above 350 pounds per square inch. Furthermore the regulator 8 is desirable in the disclosed system so as to insure metering of the vapor to the air stream at a constant, predetermined rate of flow, rather than a varying rate of flow. From the regulator, the vapor is introduced into the air entrainment gas injector (9) located within the air intake system (shown diagramatically at 11) of an internal combustion engine, and is emitted at the nozzle (15) to impinge on the narrowest point of the venturi (19) (see FIG. 2) to intermix with and/or entrain air entering through the intake ports (16) to then be carried into the air intake system or carburetor (11) through the ports (17 and the venturi (19). Further mixture, that is secondary mixture, of the vapor and the entrained air will take place after the venturi (19) as a result of the creation of the negative pressure produced by the use of the venturi efiect. Thus, the vapor is introduced in such a manner as to insure the entrainment both before and after the venturi of large quantities of air.

Referring to FIGS. 1 and 2, it will be noted that the openings 18 in the nozzle 15 are located to be so adjacent the narrowest point (the point of constriction) of the venturi and that the gas exiting from the openings (18) must substantially impinge on the point at the point of constriction of the venturi (19) when exiting from the nozzle, thus providing for the most effective homogeneous mixing and movement of the gas and entrained air into the air intake system or carburetor. In the particular embodiment illustrated, the configuration or the nozzle is shown as convex with four, say, No. holes provided therein through which the gas exits from the nozzle 15.

The mixing ports (17) leading to the carburetor through which additional air passes are placed at approximately a 20 to 25 outward angle (from the axis of line 2) in the venturi, which, as previously described, allows a secondary entrainment of air by a portion of the air swirling slightly and impinging on the lower edge of the air entrainment gas injector 9. Secondary air will also be drawn alongside of the air entrainment gas injector. Said secondary air will homogeneously mix with the vapor and air as a result of the use of the venturi effeet.

As a result of the employment of the method of entraining air with LPG described in the preceding paragraphs, LPG may be introduced into an internal combustion engine either as a substitute for gasoline or in addition to it or in addition to diesel fuel with the advantages previously discussed. The specific design of entraining discussed with relation to FIG. 2 produces a most efficient method of entraining air with the LPG vapor. Of course, liquefied petroleum gas includes, but is not limited to, propane or butane or other LPG gases or mixtures thereof. Natural gas (compressed or liquefied) might also be used as the source of the vapor.

Although a specific embodiment of both the method of introducing LPG and entrainment of air and apparatus for such introduction and entrainment has been discussed, such specific embodiment has been discussed for illustrative purposes, and the applicant does not mean to limit his invention by details of the method and apparatus set forth. Rather, it is intended that applicants invention be limited by the following claims.

I claim:

1. A method of introducing vapor of liquefied petroleum gas or natural gas into the air intake system of an internal combustion engine which comprises obtaining and regulating the pressure of said vapor in the range of about 250 to 350 pounds per square inch, injecting said vapor at a point of constriction in air entrainment gas injection means at an angle so as to create a substantially maximum venturi effectat said point of constriction, entraining separately introduced air with said vapor at the point of constriction, moving at least a portion of the separately introduced air through means in said injection means positioned with respect to the movement of the injected vapor so as to promote mixing and entraining of air by said vapor, immediately after said constriction subjecting the vapor and said air to mixing, and further entraining secondarily supplied air as a result of the mixing downstream of said constriction, and before any burning of the mixture takes place, and then moving said vapor and air, homogeneously mixed, for introduction into the internal combustion engine.

2. The method as recited in claim 1, the regulated pressure being about 300 pounds per square inch.

3. Apparatus for entraining and mixing air with vapor of liquefied petroleum gas or natural gas comprising air entrainment gas injector means to be located within the engine air intake system of an internal combustion engine, said means having a point of constriction for the creation of a venturi effect, nozzle means for injecting vapor into said air entrainment gas injector means, said nozzle means located adjacent said point of constriction at an angle so as to create s substantially maximum venturi effect at said point of constriction, intake ports in said air entrainment air injector means for introducing air into said means, mixing ports in said air entrainment gas injector means for movement through said last mentioned means of said introduced air for substantial homogeneous mixture at and after the point of constriction with the vapor, and means for substantially homogeneously mixing secondarily derived air with said substantially homogeneous mixture previously defined downstream of said point of constriction and before any burning of the mixture takes place.

4. Apparatus as recited in claim 3, the axis of said mixing ports at an angle of about 20 to 25 to the axis of said nozzle means. 

1. A method of introducing vapor of liquefied petroleum gas or natural gas into the air intake system of an internal combustion engine which comprises obtaining and regulating the pressure of said vapor in the range of about 250 to 350 pounds per square inch, injecting said vapor at a point of constriction in air entrainment gas injection means at an angle so as to create a substantially maximum venturi effect at said point of constriction, entraining separately introduced air with said vapor at the point of constriction, moving at least a portion of the separately introduced air through means in said injection means positioned with respect to the movement of the injected vapor so as to promote mixing and entraining of air by said vapor, immediately after said constriction subjecting the vapor and said air to mixing, and further entraining secondarily supplied air as a result of the mixing downstream of said constriction, and before any burning of the mixture takes place, and then moving said vapor and air, homogeneously mixed, for introduction into the internal combustion engine.
 2. The method as recited in claim 1, the regulated pressure being about 300 pounds per square inch.
 3. Apparatus for entraining and mixing air with vapor of liquefied petroleum gas or natural gas comprising air entrainment gas injector means to be located within the engine air intake system of an internal combustion engine, said means having a point of constriction for the creation of a venturi effect, nozzle means for injecting vapor into said air entrainment gas injector means, said nozzle means located adjacent said point of constriction at an angle so as to create s substantially maximum venturi effect at said point of constriction, intake ports in said air entrainment air injector means for introducing air into said means, mixing ports in said air entrainment gas injector means for movement through said last mentioned means of said introduced air for substantial homogeneous mixture at and after the point of constriction with the vapor, and means for substantially homogeneously mixing secondarily derived air with said substantially homogeneous mixture previously defined downstream of said point of constriction and before any burning of the mixture takes place.
 4. Apparatus as recited in claim 3, the axis of said mixing ports at an angle of about 20* to 25* to the axis of said nozzle means. 